Stabilizing shock-absorbing apparatus for motor vehicles



Aug. 28, 1934.

c B. HUNTMAN STABILIZING SHOCK ABSORBINGAPBARATUSFOR MOTOR VEHICLES 5Sheets-Sheet 1 Original Filed Aug. 24, 1925 INVENTOR UHHRLESBbf/NTMHIY UATTORNEY Aug. 28, 1934. c B, T N 1,971,957

STABILIZING SHOCK ABSORBING APPARATUS FOR MOTOR VEHICLES Original FiledAug. 24, 1925 3 Sheets-Sheet 2 ATTORNEY Aug. 28, 1934. C; B. HUNTMANSTABILIZING SHOCK ABSORBING APPARATUS FOR MOTORVEHICLES Original FiledAug. 24. 1525 3 Sheets- Sheet 3 F l 541D];

I VENTO 6719794555. l/u/vrMfl/v ATTORNEY Patented Aug. 28, 1934 PATENT;OFFICE STABILIZING SHOCK-ABSORBING APPARA- 'IUS FOR MOTOR VEHICLES 5Charles B. Hunt'man, New York, N. Y., assignor toHuntman StabilizerCorporation Application August 24, 1925, Serial No. 51,908 Renewed 18,1933 20 Claims. (01. cor-11) The invention relates to the equalizing orbalancing of shocks such-as are involved in motor cars when wheelson onesideare displaced by the uneven contour of. the road, or when thecentrifugal strain tends to careen the body when p a car at speed isdeflecting its course. My invention deals "with the method of absorbingsuch shocks or strains, balancing the efie'ct of the strains on bothsides of the car, dampening the v 1 reaction of any wheel or bodydisplacement due to such. shocks, and various other advantages whichwill appear from a more detailed description hereinafter set forth, and,furthermore, involves apparatus to accomplish these results. I

It is known that devices such as shock absorbers or snubbers are wellknown for 'thepurpose of resisting sudden displacement of wheels".

relative to the.b'ody or frame of cars and to dampen .the action of awheel or spring, whichdevices invariably involve in each individualdevice for each wheel self-containedfrictionai or like shock-absorbingmeans or motion retarding means, but functioning solely in conjunctionwith the displacement of a specific wheel,v or simply 215 addingincreased spring suspension of both wheel suspensions. One of the mainfeatures of my invention involves the transmission of the shock andconsequent relative movement of the wheel with respect to'the frame onone side of the car, to a device on the opposite side of the car wherethe relative position of regular suspension maintainingthe axle andframe absorb or resist the action on theopposite side, and, furthermore,to interconnect both sides of the car as to the suspension of axles orwheels in such a manner that the displacement on either side by unevenroad surface will encounter reaction by the' regular axle suspension onthe opposite side, and thereafter will 40 dampen the return movement ofthe displaced parts on both sides, furthermore accomplishing a similarresult when the relative displacement is due to the tendency of the bodyor the superload on a chassis to cause uneven deflection of a5 axlecarrying springs. on opposite sides due to the centrifugal force whenspeeding around curves or the like. Many. variations in the apparatusmay be made to practicethis method of laterally stabilizingshock-absorbing in vehicles, aircraft landing gear, or the like, and toclearly set forth the invention it will now be described in a single 1form of embodiment in a usual type of motor car chassis, while themechanism and functioning would of course be varied when the inventionis embodied in the various'other ways dependent upon the desiredpositioning of parts for convenience of design.

A particular embodiment of my invention is illustrated in theaccompanying drawings, in which:

Fig. I is a perspective of parts of a chassis showing the equalizerconnections between springs or axle to the-sills and their interconnec-I tion between the sides.

Fig.,II is a rear view diagrammatic, for use in explaining the action ofthe equalizer.

Fig. III is a plan view on a larger scale of the rear end. of a chassisembodying the equalizer mechanism.

Fig. IV is a side elevation, in section IVIV of Fig. V- is a fragmentaryside elevation of the shock-transmitting linkage on one side, on alarger scale. v

Fig.;VI is a section on line VI-VI of Fig. IV, showing theshock-transmitting linkage on the same scale as Fig. V, in end view. r

I Fig. VII is a side elevation of the shock-absorbing. linkageinterconnecting sill and axle, on a smaller scale. v

Fig. VIII is an approximate vertical section of the shock-absorbingchamber on line VIII- VIII of Fig. IX.

Fig. IX is a vertical section longitudinal ofthe car of theshock-absorbing. element on line IXIX of Fig. VIII. 7

This embodiment of my invention is shown in connection with the sillsA-A'of a chassis with rear sprlngs B-B', front axle C and front springsD-D', and frame members E connecting the sills in the rear and E inthefront with a superposed body F, rear axle C, and wheels 'GG'.

The shock-absorbing elements and linkage, interconnecting the-sills orbody with axlev ends and the, equalizing interconnection betweenshock-absorbing mechanism on each side of the vehicle, involve thecasing l having oil chambers 2 and 3, with a preferably integral base 4constituting means for securing this .part as by bolts 5-5 to the sillsA-A' of the chassis. An oscillating shaft'6 is mounted in bearing 7 inthe dasing 1 and bearingB in a casing-cover 9 having a packing gland 10to form an oil-tight joint, as by packing 11 around the shaft 6 to holdthe oil in the chambers 2 and 3, while bolts 12 securely hold the cover9to the casing. A reciprocating piston 13 is secured by dowels 14 to theshaft 6, while an abutment 15 fitting the interior of the chamber 3 issecured by dowels 16 to the interior wall of the casing 1. This pistonand abutment extend preferably about thirty degrees around the shaft,and in the initial or normal position the piston 13 is diametricallyopposite the abutment 15, thereby leaving on each side about one hundredand. twenty degrees of space in the form of a segmentary chamber whichis adapted to confine oil ,or other like fluid transmission mediumsuch,,as used in gun recoil cylinders, or fluid-power mechanismpreferably non-freezing mixtures; such as alcohol with castor oil orglycerine, or medium body lubricating oil. The linkage to transmit shockby relative movement of spring or axle with respect to the sills,comprises the crank-arm 1'7 on the left side and crankarm 17 on theright side, each of these cranks and to turn therewith by a square orother polygonal end engagement and suitably securedas by pin 18, whilean adjustable link 19 has threaded pivot stubs 20 and 21, withinterconnecting sleeve 22 and lock-nuts 22, similar to a turn-buckle,and-pivotstub 21 has preferably a split bearing 23 adapted to engage apart spherical end 24 on the stud :25 formed for convenient attachmentlike clamps 26 to the spring such as B, in a position at a part of thespring approximating major deflection by shock of uneven roadspractically equaling the entire displacement of axle end and wheel.

In the oil chambers 2 and 3 the sluggish me-' dium such as oil, iscompletely confined by the piston 13 and the abutment 15 and the shaft 6and the inner walls of the casing and cover,with the essential exceptionof a vent or hole 2'7 in chamber 2, and 28 in chamber 3 adjacent theangle formed by the wall of the abutment with the inner wall of thecasing, which vents register respectively with pipes 29 and 30 leadingrespectively from the rear of the casing 1 on the left side of thechassis, as shown, and the forward side of the abutment, but these pipesare transposed or. crossed so that pipe 29 leads to the forward side ofthe abutment, and therefore to chamber 2' in the casing 1' on therighthand side of the chassis, while the pipe 30 leads to the rearchamber 3' in the casing 1 on the righthand side of the chassis,when theshock-transmitting crank 17 extends rearwardly' from the casing on bothsides.

Close to the junction of these pipes with the casing, one of the pipeson each side preferably has a one-way check comprising a float 31 with areduced end adapted to reduce the flow section in a restricted passage32, when the point of the float 31 is driven by the oil flow into therestricted passage 32, but when driven in the opposite direction withthe float engaging a stop 33, the freeilow of the oil or liketransmission fluid is permitted. This one-way fiuid-retarding-valve isbuilt into the connection of tube 29, in the case of the arrangement asillustrated in Figs. I, III and IV, onthe left side of the chassis, anda like iiuld-flow-varying-valve is built into the end of pipe 30 on therighthand side of the car, for reasons of functioning, which willhereinafter be described. I

It will thus be seen that the mechanism as de-. scribed in detail willoperate in the following manner: When a chassis, as partly illustratedin Fig.

strike an obstruction and be raised, through link 19 the lever 17 isrocked upward with the compression of spring B toward the sill A. Thismovement of the lever drives the oil in chamber 2 freely through thepipe 30 into the chamber 3' in the casing 1', and forces the lever 1'7upwards,

all on the opposite side of thevehicle, in other words, giving the sameangular direction of rotary Y reciprocation to the lever on the oppositeside of the vehicle, thereby tending to draw the spring B toward thesill A, and the resistance on this opposite side is' the shock-absorbingresistance to the tendency of deflection due to"an obstruction on Ichamber 3 through the hole 28 and the pipe 29, having a hub adapted tofit the end of shaft 64 but'the check-valve 31 is instantly floated intothe position restrictingthe free flow of oil, and thereby it dampens thereturn action of the piston and the return action of the lever 17, whileat the same time on the opposite side of the car the tendency of lever1'? to return is checked by the floating-valve in the tube 30 close toits connec tion with the chamber 3. Y

While the shock due to displacement of a wheel on one side is thusabsorbed or retarded by the functioning of the mechanism on the oppositeside, any slight movement on the,opposite side tends to relatively pullup the axle toward the body or superstructure of the chassis, but whenthe obstruction is passed the reaction is immediate and this pulling upon theopposite side anticipates the recoil of the spring and its effectOn the obstructed side with the consequent result that with theimmediate resumption of motion over the road surface'equally level onboth sides, the compensation of action interconnected from side-to-sidehas a net result of preventing the rocking of the body, and this effectis by anticipating the-respective reactions and dampening the vibrationof the springs relative to the sillsand dampening the tendency tolateral motion or rocking of the mass or the main weight-on the sillssuch as'body or load. Thus instead of the mass of the vehicle tendingwith its inertia against vertical motion, simply to resist the upwardmovement of one wheel,-the interconnection from sideto-side of mymechanism utilizes the inertia of the mass of the body against lateralrocking. While in effect this tends to equalize the motion oftheopposite axle ends from a normal horiz'ontal, it entirely equalizesthe effect upon the deadensor dampens'the displacement of the body sothat the general effect becomes one of perfectly easy riding. I

In the diagrammatic view Fig. II, the above will be understood inexplanation of the action when a wheel on one side rises over anobstruction. The momentary displacement of the axis from X to X causesby my equalizer a tendency,

as shown in dash-dotline on the right side of Fig.

11, to depress the body on the opposite side, but it freer from theground, but before any such effect is felt in the body, the obstructionhaving been passed, the recoil reverses the action, and in view of thetime-element involved in the functioning actually raises the axle onthat other side a little of the mechanism the net result is a practical1 complete stabalizing of the motion of the body with the forward motionof the car at all reasonable speeds oi operation. For example, in thecase of a relatively considerable speed for a given car the mass of thebody moving 'in a straight course substantially horizontal, has greatresistance to deflection compared with the relatively light weight orthe wheel and the axle end, so that in practice at such speeds no actualmotion or the body is felt, but the shock-absorbing accomplished for oneside by the mechanism on the other involves the spring resistance, andanysuch strain to compress the spring and draw it nearer the sill simplytends to relieve the pressure-of that wheel on the ground withoutdeflecting the body of the features which may here be mentioned.

at such speeds fromits straightcourse'. 1

Besides the inherent very remarkable qualities of this mechanism forcomfort in riding, there isa great reduction in the strain on the partsand a saving in wear and tear, and in the practical development of theinvention it has been found that the easy riding and other advantagescan be greatly improved and realized by. my mechanism with curtailing ofsome of the other deyices that have heretofore been added with addedcost and expense in the futile attempt to accomplish these results. Thereduction in the number of spring leaves, the discarding entirely ofsupplementary spring members, or rubber bufiers, are only a few .It willhe noted, furthermore, that when a chassis" is laterally unequallyloaded, even when at rest; the'depression on one side cannot existwithout a compensating depression of the spring on-the other side, andthe only slight eifective depression is due to tire contact depression.In the case of .the recent adaptation of relatively large diameter tireswith much lower air pressure as onethird of that previously used, therehas been a greater tendency to body motion, and in that connection ithas been found that my invention equalizes, absorbs and stabilizes the:bodies of cars in use at'speeds which oilset the stated defectthat hasbeen noted with the larger and lowerpressure-tires. 1

It will be understoodthat the transmission of 'the effecton one side tothe complementary mechanism on the opposite side may be effected bymeans-of a, direct piston action from the. spring near-the axle, ordirectly from the axle,

and'many other variations may be made in the j'mechanism to fitparticular designs and arrange ment of the partsof a car or gear, andthedimensions of'linkage or connections will be varied 'to suit theparticular type and weight of car and to suit the desired normalspeedsoi. usage In the example herein particularly de scribed, themechanism is designed and functions with all of the stated advantages byhaving the linkage and the size of oil'chamber and piston, as well asthe size of interconnecting tubing and check-valve, all substantially'as illus-' trated as to their relative dimensions. Variations inrelativedimen'sions may conform thereto, and will, however bemodiiied inpractice for each particular case, and the material and detailed designof parts for the necessary. strength,. durabilityand rigidity whilesatisfactory in the form shown maybe varied without departing from myinvention. A This equalizing mechanism asshown and described, may bemade complete and attached to existing cars, and in so doing maydisplace various other-fltments now thought necessary, and not aloneaccomplish the shock-absorbing in old types of individual ,wheeldevices, but provides as,

hereinbefore set forth those and many other advantages not heretoforerealizable by any mechanism previously used or known. Whenmade iorembodiment in the original construction of carsit may be simplified inweight or material and workmanship, and the essential parts may be moresuitably protected or embodied for more equal transmission of strains tosill, axle or wheels, without-departing from the spirit of my invention.

What I'claim and desire to secure by Letters Patent is:

' 1. In a vehicle, means. for substantially equalizing the. verticaldisplacement shock on the wheel of one side of. the'vehicle with respect to the opposite-sided, the vehicle, comprising means freelytransmitting the force of vertical displace.

ment'on one side to the opposite side, spring suspension means on eachside responsive to the wheel displacement relative to the vehicle 00-.

operating with said means for freely transmitting the force fromside-to-side, and means for' counteract the rocking tendency of bodiesor loads spring-supported above the road wheel axles, comprising a shockabsorber inter-con,-

necting one road wheel axle on one side directly with the superposed.body or load frame, a shockabsorber inter-connecting the wheel axle on'the opposite side with-the superposed body or load thereafter moregradually permitting the return reactive iorce of thespring, suspensionmeans. 2. A stabilizer tor wheeled. running gear toframe, sointer-connecting means between the shock absorber on one side to theshock absorber on the other side for free transmission of shock fromone'absorber to the other; said inter-connecting means operating-toprovide equal damping on both off the wheels on recoil more gradualthan'the initial shock, Q

3. In a motor car an equalizing mechanism for spring shock displacementson the opposite sides of the vehicle,- including a shock absorberrespo'nsive .to shock on each side of the-vehicle and dampening therecoil or the spring on its side of the vehicle, inter-connecting meansbetween the shock'absnrbers' from sideto side permitting freelytransmitting the force due to vertical displacement .ot the spring inone direct ion on one side to the shock absorbing means responsive toshock on e on ite side of the vehicle, said ,s'ide-to-side transmittingmeans also cooperating with the shock absorbers on either side forthereafter transmitting return reactive force from the opposite side tothe side of original shock, whereby the. shock absorption is equalizedfrom side to side of the vehicle to minimize the rocking tendency o! ofthe motorcar. J n

'4. A device for equalizing asubstantially vertical displacing shock onthe wheel on .one side of .a vehicle running gear having springsuspension between the unspru'ng running gear and the vehicle body orframe, consisting of a shock ab.-'

sorber between the vehicle body or frame and unsprung running gear ateach side of the vehicle,-

each of said shock absorbers .by inter-connection between said shockabsorbers transmitting verthe superposed mass of the load or body ticaldisplacement oi one of the wheels to the shock absorber at the wheel onthe opposite side,

said inter-connection being so constructed that? "thereafter the recoilon both sides of .the vehicle ismore'gradually to the connectionsbetween theynsprung running' gear and the load lrame.

s. A stabilizer wheeled running gear a;

necting one roadwheel' axle on one super-posed bodyor load frame;

1 efiect of'the recoil.-

4, counteract-.jthe rocking tendency of bodisor. loads spring-supportedabove, the road wheel axles, comprising a shock absorber inter-con.-

side with the ashock absorber inter-connectingl the wheel-axle. on theopposite sldefwith the superposed body or load frame, an.interconnection between the shock absorber on one side to the shockabsorber on the ather-side reacting to transmit the recoil of the shockabsorber on one side to the shockabsorber ,on the opposite side, andmeans associated with said inter-connection to. retard -ordampen ,the

6. In a motor car, an equalizing mechanism for spring shockdisplacements on theopposite sides of the vehicle, including a shockabsorber responsive to shock oneach side of the vehicle-and dampening.the'rcoil ofthe spring. on itsside ofthe, vehicle, interconnectingmeans between the shock absorbers from side to sidepermitting freelytransmitting placement of the spring'jin one direction on one side tothe shock absorbing means responsive to shock on the opposite side-ofthe vehicle, and a device in said side-t -side transmitting meansbetween the shock absorbers on "either'side for thereafter dampening.the return reactive force from-. the opposite side, to the '-side oforiginal shock, whereby the shock absorption is equalized -iromside toside of the vehicle. to minimize the rocking tendency of the superposedmass of the load or body of the motor car.

'1. A device-for equalizing-a substantially vertical displacing shock onthe wheel on one side of a vehicle running gear having spring suspensionbetween the unsprung running gear and the vehicle body orframe,consisting of'a shock absorber between the vehicle bodyforframe and awheel at each side of thevehicle, one of said shock absorberstransmitting vertical displacement of one of the wheels freely to theshock absorber respon siv e .to, they shock at the wheel on the oppositeside; and interconnectionsbetw'een the two .shock absorbers tothereafter transmit the recoil from one side ofthe vehicle moregradually to the connectionabetween the unsprung running-g'ear and theload frame on the side of original-shoclg, whereby displacement of awheel on either sidehas alesser tendency, to rock-the superposedbody'orload...'

8'. A vehicle chassis combination, .a 'ir'ame; an. axle extendingtransposite sides of the frame-connecting the latter to the aide, leverspivot -ed, adjacent opposite sides of the frame; means connecting thetree ends of the levers to the axle including links having the upperends secured to the free ends or the levers-tor pivotal movement aboutaxis extending substantially parallel-to the axis. of the pivotalsupport 01. thelevers and having the low.- er'endssecured toattaching-means at the axle for lateral osoillation-relative'tothe axle,and

force transmitting V means extending transverse- 1y. ofthe frame and,connecting the levers so constructed and arranged wherebymovement ofeither of said levers is transmitted to the other.

s'orbers on both-sides .providins relatively free -movementof-fluidinone direction and having means for impeding. return-movement.ot the" the force due to vertical construction havins.

versely of thejrame, suspension springs on op- 9.1 In avehicle, a'fluidshock absorber on each, side, yfluidcconnections between the shock ab-.

in. In a vehicle, two fluid shock absorbersresponsive to shock,respectively on eachflside of the vehicle, fluid interconnectionsbetween said shock absorbers providing tree movement or fluid tion-iromthe shock absorber responsive to the.

in one direction, whereby each shock absorber I shock on one side to theshock absorber responsive to the shock on the other side of the vehicle.

11. A stabilizer for automobiles to minimize rocking tendency of bodiesormload, comprising a shock absorber on each side each having a fluidchamber, two fluid connections between the chamber on one side and thechamber on the opposite side, each connection providing free movement offluid in one direction and means to dampen the return-movement of thefluid in the connection.

. 12. In a vehicle, means for. effecting equalization of shock onsuspension members on opposite sides of the vehicle including a fluidshock 'ab sorber on each side, Ia connection between said shockabsorbers from one side to the opposite side for relatively freetransmission of fluid displacement of one shock absorber on one side tothe other side, and means in said connection tor dampening the reactionfrom the opposite side to the side'of original shock.

13-. In a vehicle in combination member and an axle member, suspensionmeans for opposing rocking. or sidesway including.

chambers connected to one member, fluid-tight double-actingpistonscooperating with said cham bers connected with the other member, meansconnecting one side of one chamber to the opwith a frame posite end ofthe other chamber on the opposite side of the vehicle, and means in saidconnection' in one direction.

tion to. dampen the flow of fluid in said connec- 14. In a vehicle incombination with the frame I and an axle, suspension means opposingsidesway movements comprising chambers connected to the frame,cooperating fluid-tight double-act ing pistons connected to the. axles,means connecting the .one end of chambers. atone sideof' the vehiclewith the other end oi the other chamber at the opposite side of thevehicle, and means therein for retarding the flow oi fluid in onedirection, I 4 15..In a motor vehicle, the-.combinati'on with the frameand axle, 'of hydraulic .shock absorbers connected between .the frameand axle, connections between the absorbers and check valves in theconnections,- said check valves opposing fluid flow between the shockabsorbers except in a direction to cause parallel relation of-the axleand theframe. Y

16. In a motor vehicle, the combination with a frame and an axle, ofhydraulic shock absorbers connectedbetween the frame and the axle, con--nections between the shock absorbers through which fluid is freeto flowat all times, and valve means. in each-connection restricting the flow,

.of the fluid therethrough in one direction.

17 In a motor vehicle, the combination with,

a frame and axle means, of a'pair or hydraulic; shock absorbersconnectedto the axle means and to the frame, said shock absorberseachhav ing a working chamber and a piston inthe chamber, and meansestablishing ,fluid connec-, tions between the working .chambers wherebyressurein eitherchamber will always be op posed by the othershoclrnhsorber but to a greater extent during movement of the pistons inone direction.

18. A motor car equalizing mechanism comprising an axle and a superposedbody or load frame spring-suspended from the axle, a shock absorberbetween the axle on one side and the superposed body frame including anoil chamber responsive to the displacement of the axle end relative tothe frame, an oil chamber forming part of a shock absorbing connectionat the other end of the axle to the superposed body frame, a freeconnection for the passage of oil from one chamber to the shockabsorbing chamber on the opposite side and a return connection betweensaid chambers having predetermined restriction, whereby a dampening ofthe reaction of the shock absorbing oil chamber on one side isv eflectedwith uneven deflection of the spring-suspension on either side.

19. A stabilizer for automobiles to equalize the rocking tendency ofbodies or load, comprising a substantially incompressible liquid chamberand piston on each side interconnecting the load with each springsuspended axle end, a liquid interconnection between the oil chambers ofboth sides whereby displacement of the spring suspension on one side isfreely transmitted to and resisted by the opposite liquid chamber, anddampening means in the interconnections retarding the reaction from saidchamber to the side of original displacement.

20. A stabilizer for automobiles to minimize the rocking tendency ofbodies or load, comprising a shock absorber responsive to shock on oneside and a shock absorber responsive to shock on the other side, eachhaving a fluid chamber, fluid interconnections between the chambers ofsaid shock absorbers, each interconnection providing for free movementof fluid in one direction and means to dampen the return-movement of thefiuid in the other direction between the chambers respectively reactingto shock on opposite. sides of the vehicle.

CHARLES E. HUNTMAN.

' DISCLAIMER 1,971,957.-0harles B. Hun'tman, New York, N; Y. STABILIZINGSHocx-ABsonnmG APPARATUS FORMQTOR VEHICLES. Patent dated August 28,1934. Diss claimer filed December 31, 1943,

pomtum.

by the assignee, Humiman Stabilizer Gor- Hereby enters this disclaimerto claim 8.

'[Qfic'iat G'azette Febmary I, 1944.]

er extent during movement of the pistons in one direction.

18. A motor car equalizing mechanism comprising an axle and a superposedbody or load frame spring-suspended from the axle, a shock absorberbetween the axle on one side and the superposed body frame including anoil chamber responsive to the displacement of the axle end relative tothe frame, an oil chamber forming part of a shock absorbing connectionat the other end of the axle to the superposed body frame, a freeconnection for the passage of oil from one chamber to the shockabsorbing chamber on the opposite side and a return connection betweensaid chambers having predetermined restriction, whereby a dampening ofthe reaction of the shock absorbing oil chamber on one side isv eflectedwith uneven deflection of the spring-suspension on either side.

19. A stabilizer for automobiles to equalize the rocking tendency ofbodies or load, comprising a substantially incompressible liquid chamberand piston on each side interconnecting the load with each springsuspended axle end, a liquid interconnection between the oil chambers ofboth sides whereby displacement of the spring suspension on one side isfreely transmitted to and resisted by the opposite liquid chamber, anddampening means in the interconnections retarding the reaction from saidchamber to the side of original displacement.

20. A stabilizer for automobiles to minimize the rocking tendency ofbodies or load, comprising a shock absorber responsive to shock on oneside and a shock absorber responsive to shock on the other side, eachhaving a fluid chamber, fluid interconnections between the chambers ofsaid shock absorbers, each interconnection providing for free movementof fluid in one direction and means to dampen the return-movement of thefiuid in the other direction between the chambers respectively reactingto shock on opposite. sides of the vehicle.

CHARLES E. HUNTMAN.

' DISCLAIMER 1,971,957.-0harles B. Hun'tman, New York, N; Y. STABILIZINGSHocx-ABsonnmG APPARATUS FORMQTOR VEHICLES. Patent dated August 28,1934. Diss claimer filed December 31, 1943,

pomtum.

by the assignee, Humiman Stabilizer Gor- Hereby enters this disclaimerto claim 8.

'[Qfic'iat G'azette Febmary I, 1944.]

